Engineering Undergraduate Theseshttp://hdl.handle.net/1993/3992
Sun, 02 Aug 2015 18:27:09 GMT2015-08-02T18:27:09ZDesign of a front aerodynamic package : final design reporthttp://hdl.handle.net/1993/7889
Design of a front aerodynamic package : final design report
Balakrishnan, Nishant; Alnouri, Mohamed; Heiranian, Mohammad; Koos, Waldemar
Aerodynamic devices are utilized in higher levels of motorsport such as Formula-1 to increase
the traction of the tires by generating down force. This increase in traction increases the performance
envelope of the race car since cornering can be performed at higher speeds without a loss of control.
However, the aerodynamic device that provides the down force also increases drag. The additional drag
is especially detrimental on straight sections of the track. As higher speeds are attained, the increased
drag leads to a decrease in lap-times and the drive force required is increased. An ideal solution is a
dynamically adjustable aerodynamic device which offers the ability to change the relative amount of
down force and drag. Such devices have been used in many forms of motorsport in the past.
The Society of Automotive Engineers (SAE) Collegiate Design Series is an engineering
competition wherein university students compete in the design, building and racing of an open-wheel
race car. The Formula Electric team has requested a design of an adjustable aerodynamic device. The
device is to be mounted to the front of the vehicle such that the wing mount is integrated into the
carbon fibre monocoque. Furthermore, the nose cone is to be designed such that there is absolutely no
lift experienced by it. The dimensions of the vehicle were provided. The goal of the design is to decrease
the team’s lap times during the autocross event at the SAE competition.
In this report, the details of the design are presented. When the car is on a straight away, the
device positions itself such that it has minimal detrimental aerodynamic effect, as requested by the
client. During cornering, the functional position is assumed, which creates down force. The variable
down force is accomplished by an active wing section that was optimized to create as much down force
as possible given that the car would be banking a turn at approximately 50 km/h. In addition to the
active wing, another wing section is fixed in close proximity to the ground. The bottom wing
accomplishes several tasks. Firstly, it is used as a structural member supporting the endplates to which
the active wing is mounted. Secondly, it houses the actuators and microcontroller responsible for the
adjustment of the active wing.
The developed design was used in a simulation of the current SAE Electric race car. At a
representative speed of 50 km/h, the use of the active front wing was found to improve steady state
cornering by 6% to 1.89g (active wing @ 13°). Alternatively, the car’s straight-line braking could be
improved by 8% to 2.04g (active wing @ 28°). With the wing in the low-drag position (active wing @
+6°), the additional power requirement is only 19.45W.
Mon, 11 Jun 2012 00:00:00 GMThttp://hdl.handle.net/1993/78892012-06-11T00:00:00ZUMSAE Baja transmission design : final design reporthttp://hdl.handle.net/1993/7888
UMSAE Baja transmission design : final design report
Nuessler, Brian J.; Bais, John M.; Young, Steven N.; Zhao, Qiankun
The University of Manitoba SAE (UMSAE) Baja team is a school group that designs, builds and races an off-road vehicle every year. The team has requested a re-design of their powertrain system, as they have had problems with the operation of the vehicle at last year‟s competition. This report describes the final design that will best meet the needs of the Baja team. The design was chosen by narrowing down a list of concepts based on the needs of the Baja team and the required technical specifications of the car‟s powertrain. Four designs met those needs and were researched further after which a final design was selected.
The design selected is an Infinitely Variable Transmission (IVT) system, which is created by modifying a Continuously Variable Transmission (CVT) system by adding a planetary gear set. The sun gear of the planetary set is driven directly by the engine and the ring gear is driven through the CVT which is attached to the engine. Changing the CVT ratio changes the speed of the ring gear which, in turn, creates a difference in the speed of the ring and sun gears. This difference causes the planet gears to displace, which is the output of the system to the wheels. A pair of gears reverses the direction of rotation of the ring gear and a sprocket set is added to give the ability to easily change the overall reduction ratio of the system. This system offers high low-speed torque while still providing a high top speed and, for this reason, an IVT system will be the best option for the Baja team.
Mon, 11 Jun 2012 00:00:00 GMThttp://hdl.handle.net/1993/78882012-06-11T00:00:00ZLubrication system and shifting system improvementshttp://hdl.handle.net/1993/7887
Lubrication system and shifting system improvements
May, Morgan; Gryba, Bryce; Najar, Korosh; Galvez, Gerald
This report presents designs for the lubrication circuit, scavenging prevention system and
recommendations for shifting system upgrades to the 2012 University of Manitoba Formula Student
Design Team. The scavenging prevention system presented in this report should prevent scavenging
assuming that the oil pump is unable to provide oil flow for at least 6 seconds. The proposed design
incorporates an accumulator into the hydraulic circuit by means of rigid hydraulic lines and a one-way
flow valve. When there is flow available from the oil pump, oil is stored in the accumulator at an
elevated pressure. At times when the oil pump is no longer capable of providing sufficient pressure,
the accumulator reacts to maintain flow to the lubrication circuit. Supporting calculations, MATLAB
code for pressure and flow calculations and excel worksheets for determining pressures and sizes of
accumulator are provided with this report.
Design recommendations for the 2011-2012 University of Manitoba formula SAE shifting system are
also presented in this report. The leaking pneumatic shifting system should be repaired by replacing
the current flex lines and a paint-ball gun air regulator, with rigid lines and an appropriately sized air
regulator. Also, recommendations for how to link the high pressure lubrication circuit with the shifting
system are outlined. A full design is not included for linking the lubrication and shifting systems as this
would fall outside the mass budget for this project.
Mon, 11 Jun 2012 00:00:00 GMThttp://hdl.handle.net/1993/78872012-06-11T00:00:00ZKerrison rongeur redesignhttp://hdl.handle.net/1993/7886
Kerrison rongeur redesign
McAllister, Timothy; Neill, Cory; Geyson, Kristopher; Boresky, Robert
This report outlines the redesign of a Kerrison surgical instrument used by surgical staff at the Winnipeg Health Sciences Center (HSC). The primary goal of the redesign was to strengthen the current instruments while maintaining the vitally important ease of sterilization. Our team was also requested to determine any notable causes of failure in the current instruments.
It was determined through physical testing and computer analysis that a significant weakness was evident in the cutting tip of the Kerrison. The center of the crossbar was noted to experience relatively high tensile strain along the top portion causing a bowing effect that was noticeable by the technical staff at HSC.
Our redesign of the Kerrison comprises several new elements. These include multiple stages of sharpening to improve the service life of the instrument, a set of handles with varying geometries to accommodate the stage sharpening, and a redesigned hand rest for improved comfort. The material of the Kerrison was also altered to 420 martensitic stainless steel containing Molybdenum along with Titanium Nitride and Zirconium Nitride coatings to improve durability and corrosion resistance.
Finite element analysis (FEA) was performed on a computer model of our redesigned Kerrison showing that the stresses experienced in various locations were reduced due to the stronger material that was chosen. During the FEA it was determined that a reduction in the height of the blade did not contribute significantly enough to a reduction in stress to warrant altering the geometry.
Our design has been determined to fulfill the objectives set by our client. Consideration of the various elements in our design would lengthen the service life of the Kerrison while still being able to be easily accommodated in the current sterilization techniques at HSC [1-2].
Mon, 11 Jun 2012 00:00:00 GMThttp://hdl.handle.net/1993/78862012-06-11T00:00:00Z